Adams class ship USS Essex (IX-10) was designed and constructed by premier North American shipwright Donald McKay. Her keel was laid down in 1874 and she was launched in 1876. She was a three-decked wooden screw steamer sloop-of-war with auxiliary sail (bark-rigged). She was 185 feet long, 35 feet in the beam, had a 14.25-foot draft, and was 1,375 tons. When commissioned, she carried six big guns, all muzzle loaders: one XI-inch and four IX-inch Dahlgren Naval Artillery guns, and one 60-pound Parrott Rifle The ship’s armory carried dozens of small arms including rifles, pistols, revolvers, and cutlasses. Further, she carried a six auxiliary boats including a launch, two cutters, a whale boat, one gig, and a dinghy. The combinations of guns and watercraft carried on board USS Essex could change from log book to log book. She served with the US Navy in active duty and as a training ship with the Ohio Naval Militia, the Illinois Naval Militia, and the Minnesota Naval Militia. She was intentionally burned on Minnesota Point in Lake Superior at Duluth in 1931. Her Minnesota Archaeological Site Number is 21-SL-1030 and she is a National Register of Historic Places Property.

Maritime Heritage Minnesota digitized the 62 known USS Essex log books held at the National Archives in Washington, DC, and at the US Naval Academy in Annapolis in 2010. The log books consist of the daily activities on board the Essex as recorded by deck officers on duty. Those deck notes were then transcribed to be the official log of the Essex that were sent to the Navy Department in Washington, DC, where they were bound into their current book form. At the beginning of most log books, there are: a title page, two list of officers pages, a crew complement page (listing the crew by rank and job), an armaments page (list of the different large guns, boats, and small arms), and two pages of compass observations. Not all log books contain these pages and some include additional information, including a plan and section of the Essex in Log Books 8 and 9 and four pages of directions on how to fill out log pages in Log Book 21. Sometimes two transcribed versions of log pages were sent to the Navy Department and duplicate books were produced. However, sometimes the duplicate books were not bound with exactly the same pages, so some books overlap each other in date. Also, some log book pages have writing too close to its spine edge and after binding, some words and numbers were ‘lost’ in the spine if the binding remained tight over the decades. Further, it must be kept in mind that the names of ships, both American and foreign, as well as geographical locations usually expressed in different languages will have variations in spelling. With this in mind, the deck officers of the Essex, when writing the log pages, may misunderstand what the actual name of a ship or geographical marker actually is and their handwriting may present challenges or be nearly illegible. The digitization and editing of the USS Essex log books were made possible with funding provided by the Minnesota Historical and Cultural Heritage Grant program, part of the Arts and Cultural Heritage Fund of the Clean Water, Land and Legacy Amendment.

Log Book 22 of the USS Essex: January 1, 1887-June 30, 1887

The National Archives houses USS Essex Log Book 22. Throughout Log Book 22,  comments were made on:

• sail adjustments with sail type and action specified
• banking of boiler fires in order to put the ship on stand-by for immediate use
• coupling and uncoupling the propellor when the ship was shifting from steam to sail and vice-versa
• when under steam the different watches record the average steam boiler pressure and engine revolutions
• lowering of smokestack and proceeded under sail and vice-versa when the Essex was underway
• when anchored nearly every watch described the state of the anchor cables: crossed (‘cross in hawse, stbd chain on top’ or ‘Elbow in hawse’) and often will mention ‘clearing the hawse’ (the crossed anchor cables were uncrossed)
• casting deep sea lead for soundings
• patent log readings
• water distillation using the ship’s boilers to produce freshwater and refilling the freshwater tanks
• coaling of the ship
• weather recording: temperature, wind speed and direction, barometer readings, state of the sea
• recording the ship’s behavior (heavy rolling or pitching)
• testing of all electrical apparatus
• crew conducting ship maintenance: engine maintenance/repair, general ship cleaning, bilge cleaning and checking pumps, scraping and painting - and sometimes tarring and caulking - the ship’s hull and infrastructure, tarring down rigging, airing of rigging, repairing stays, repairing yards and booms, loosed sails to dry, scraping and slushing spars, caulking the deck under the galley, scrubbing masts and yards, steam cutter maintenance/repair, steam/sail launch maintenance/repair, repairing sounding apparatus, scraping out smokepipe, inspected cotton primers, 
• crew conducting drills: target practice with the main battery (great guns), general quarters drills, torpedo drills, man overboard drills
• receiving fresh water from shore through pumps or lighter
• receiving provisions and stores: food, medical supplies, clothing, engineering gear, construction
• Quarterly Board of Survey’s findings of condemned articles on board (food, equipment) and their fate (food was usually tossed overboard) from the inventories of the different ship’s departments (Ordnance, Engineering, Navigation, Equipment, Medical, Pay)
• crew promotions
• crew quarters inspection
• liberty parties sent ashore
• crew members are discharged at their own request (DOR)
• lists of new crew members - recruits or transfers from other ships- taken on board during a cruise
• crew transfers to other ships
• crew members in solitary confinement or other punishments for various infractions, AWOL crew, general and summary court martial proceedings, AWOL crew put in irons
• rewards offered for the return of AWOL crewmen
• weekly Sunday services; after the services, once a month, the Articles for Better Government of the Navy were read to the crew

NOTE: The Essex deck officers who recorded the daily happenings on the ship often translated the names of non-American ships incorrectly. MHM determined the correct spellings of the ships and those corrections are reflected in the Finding Aid, not the poorly transliterated ship names.

At the beginning of Log Books 22, in January 1887, the USS Essex was anchored in Singapore Harbor under Commander Theodore Frelinghuysen Jewell.  Essex was assigned to the US Asiatic Squadron. On January 1, the ship was making preparations for going to sea. She exchanged International signals with the sloop HMS Satellite and stood up the Singapore Straits, where she passed a steamer and Horsburgh Lighthouse. For the next 10 days, Essex headed northeastward into the South China Sea, and passed through patches of what the crew called ‘whales food’ - probably plankton. The crew drilled at general quarters and conducted water depth soundings. Essex exchanged color salutes with a passing English bark, and on January 10, she passed two sailing vessels standing out of Manila Bay. The next day, she anchored in Manila Bay, exchanged color salutes with an anchored Russian man-of-war, and received a visit from the port’s Health Officer. For the next few days, the crew was busy scraping and painting the ship’s hull. Essex’s officers exchanged courtesies with port dignitaries and ship officers including the US Consul, Aid of the Captain of the Port, Aid of the Spanish Admiral, and the Russian corvette Vestnik.

On January 14, Essex prepared for sea and while raising the anchor, found one capstan roller broken from unknown causes. She steamed out of Manila Bay, sailing and steaming along the Luzon coast through the South China Sea for three days. The fore topsail yard broke and the yard was sent down for repairs; a crewman was slightly injured by a falling block. The fore topsail yard was repaired and was sent back up the mast on January 17; Essex continued on toward Hong Kong. She intercepted a small fishing boat, stopping her engine, then resumed course. The crew set the ship’s clock (chronometer) back 13 minutes to adjust to ‘local time’, and passed a number of Chinese junks. Essex anchored in Victoria Bay in Hong Kong Harbor. Over the next six days, Essex exchanged courtesies with the Governor of Hong Kong and his Aid de Camp, the American Consul, and British Vice Admiral Richard Vesey Hamilton, Commander-in-Chief of the China Station. Officers from the ships in the harbor exchanged visits and pleasantries with Commander Jewell including English ironclad Flagship HMS Audacious,cruiser HMS Leander, survey vessel HMS Rambler, corvette HMS Sapphire, French cruiser Primauguet, gunboat HMS Alacrity, French gunboat Chasseur, English gunboat HMS Espoir, andHMS gunboat Linnet. The ship’s fore topsail yard was condemned by Survey Board, ship’s provisions - primarily medical supplies - were brought on board and stowed. An Essex ensign was transferred to gunboat USS Monocacy, and eight Asian crewmen enlisted as landsmen on the ship.

On January 23, Essex up-anchored and left Hong Kong, passing a steamer and heading to the northwest in the South China Sea. The next day, a stray line carried one brass tube of sounding machine overboard while it was in use. The Essex crew used up all the coal stored on deck and passed through a large fleet of junks. On January 25, the ship was stood into the ‘Amoy River’ anchored off ‘Amoy’ - actually called Xiamen, China. For the next few days, courtesies were exchanged with the US Consul, a Chinese government official who questioned Commander Jewell about the ship’s destination, and the Chinese gunboat Chueu Ling. On January 28, Essex left Xiamen, passing lighthouses and heading northeast in the East China Sea toward Japan. The helm was forced to turn to avoid possible shoal water and the crew was using the sounding lead to determine water depth - and lost 10 fathoms of sounding wire. The ship passed a fleet of junks and a French steamer that exchanged colors wth Essex. The ship continued on toward Japan through the end of the month, exchanging colors with a with Chinese gunboat and fires in two boilers were hauled due to a leak in boilers #6 and #8.

On February 1, 1887, USS Essex was traveling to the northeast in the East China Sea toward Japan. Various provisions condemned as spoiled and thrown overboard and the next day, the ship passed a steamer and approached Nagasaki with the Goto Islands to port on February 3. The ship anchored in Nagasaki Harbor and took on coal and exchanged courtesies with the US Consul and gunboat HMS Firebrand. Essex left Nagasaki Harbor without boilers #6 and #8 under fire, since they were taken out of service one again due to blown out tubes inside #8. Heading south, she turned eastward through the Van Diemen Strait on February 4. The next day, she passed a steamer and on February 6, Commander Jewell awarded the Department of the Navy bronze Good Conduct Medals to two crewmen. Essex anchored in Yokohama Harbor the next day, and Commander Jewell visited Rear Admiral Ralph Chandler, Commander of US Asiatic Squadron. Over the next five days, a crewman was transferred to Navy Hospital for treatment and the Board of Survey examined the clutch coupling on Essex’s propellor shaft. The crew was busy painting the ship’s interior and sides, fitted a torpedo boom to the launch, and other crew drills. Courtesies were exchanged between Essex and the US Consul, a Hawaiian Minister, sloop USS Omaha, and signals were exchanged with sloop Flagship USS Marion. The Pacific Mail Steamship Company’s (an American business) iron steamer City of Peking anchored, along with two other steamers.

For the remainder of February, the Essex crew drilled with ‘all boats prepped for distant service’, the steam launch was sent ashore to moor for the night, and a landing party was assembled and read Commander-in-Chief’s instructions for formation of a Naval Brigade. On February 17, the landing party was sent ashore with 3-inch breech loading rifles; USS Marion and USS Omaha sent parties ashore to participate in the exercise as well. The boats were returned empty and the landing party boarded them and returned in the evening. Two days later, the crew learned of the death of John Gannon, Seaman Apprentice 2nd Class. Gannon fell into a well on Yokohama; his funeral party was sent ashore and Essex’s colors were half-masted. Officers auctioned Gannon’s effects to his shipmates, as was the custom. In mid-February, Essex received a official visit from Governor of Yokohama and a Japanese brig-of-war anchored in the harbor. A crewman in confinement was transferred to Essex, and another sailor was assigned to her for temporary duty and USS Omaha left Yokohama. Flagship USS Marion was cleared for action and she was dressed in celebration of George Washington’s birthday; Essex followed suit. For the day, USS Marion and the shore fort fired 21-gun salutes. Rear Admiral Chandler boarded his Flagship USS Marion and she left Yokohama.

On February 23, Japanese sloop Nisshin-kan and sloop Hosho entered Yokohama Harbor and anchored. A Japanese officer boarded Essex and requested she be dressed for a visit by Emperor Meiji. The next day, Japanese protected cruiser Naniwa, flying the Imperial Standard at her main anchored in the bay. Commander Jewell made an official visit to the Imperial Flagship. Essex’s crewmen manned her yards, following the motions of the Japanese ships. The unprotected cruiser Tsukushi arrived and anchored in the bay, and Essex sent an officer offering courtesies. The Commanding Officer of the Imperial Flagship Naniwa paid an official visit to Essex; an officer from Nisshin-kan and the Commanding Officer of Tsukushi then visited Essex. Tsukushi and Nisshin-kan left Yokohama and Commander Jewell visited Hosho. Emperor Meiji’s Flagship Naniwa remained in the harbor for six days.

On March 1, 1887, the Japanese Imperial Flagship Naniwa with Emperor Meiji on board, left the harbor. On March 3, The Essex crew engaged in shore training activities and preparations were made for ferrying landing party ashore. The battalion left the ship in heavy marching order; later the same afternoon the Battalion returned. Over the next few days, the Japanese training sloop Hosho and a P&O steamer left the harbor, and courtesies were extended to American bark George F. Manson. Pacific Mail Steamer  City of Sydney anchored and signaled for the pickup of American mail; Essex complied.

On March 8, Japanese corvette Nisshin-kan anchored and pleasantries were exchanged. An officer of Nisshin-kan requested the participation of Essex and her crew in the ceremonies attending the entry into Yokohama of the Empress Dowager Shoken of Japan, the wife of the Emperor in a few days. The Japanese ships Nisshin-kan, ironclad Fuso anchored in Yokohama; officers from the Japanese ships and Essex exchanged official visits in preparation for the visit of the Empress. On March 12, Fuso left the harbor to act as an escort for the Empress, and Essex and Nisshin-kan dressed in rainbow colors. Japanese protected cruiser Naniwa, with the Empress Dowager on board, entered Yokohama Harbor with Fuso and unprotected cruiser Tsukashi as escorts. The Essex crew ‘manned the yards’* and the four Japanese vessels all fired 21-gun salutes as the Empress went ashore; Essex extended courtesies with her Marine Guard. Two more Japanese ships entered the harbor, corvette Kaimon and ironclad corvette Kongo, and Essex exchanged the usual pleasantries. The Japanese ships Naniwa, Fuso, Kaimon, and Kongo entered and left the harbor over two days, while Commander Jewell exchanged visits with Nisshin-kan and Kaimon on March 13.

Also during the first two weeks of March, routine ship management took place. One interesting log entry noted that the Quarterly Board of Survey condemned 1 3/4 pounds of bacon, valued at 42 cents, because it was eaten by rats; other stores condemned as spoiled were also thrown out. On March 9, P&O steamer Belgie left the harbor, provisions were brought on board Essex, and the next day the steam cutter was disabled by a blown gasket in a steam pipe. On March 11, the steam cutter was hoisted aboard and her boiler was overhauled, and the whale boat was hoisted out and repairs began. A few days later, shore workman came aboard to work on the boilers. On March 16, Essex exchanged signals with USS Omaha after she anchored. Her captain, Thomas Oliver Selfridge, had been detached and ordered home.** Essex hoisted the Guard Flag and Senior Officer pennant for Commander Jewell. The crew continued to be engaged in repairing the launch, main topgallant sail, starboard torpedo spar, and miscellaneous rigging. The next day, the Occidental and Oriental Steamship Company (out of San Francisco) steamer Oceanic from San Francisco anchored; Essex fired two IX-inch guns and displayed the American Ensign at the fore for one hour. The second ship’s cutter was placed in charge of an officer and she placed at the disposal of US Minister to Korea while in Yokohama and official visits were exchanged. Sloop Flagship USS Marion entered the harbor and anchored, carrying Rear Admiral Chandler on board; Nisshin-kan and Marion exchanged salutes. Commander Jewell welcomed the Commanding Officer of the Japanese corvette Tenryu on board Essex prior to her leaving Yokohama.

During the last 13 days of March work continued on the steam launch, Oceanic and City of Peking left Yokohama, and visits were exchanged with the US Minister to Korea and officers of Omaha and Marion. The ship’s Marine Corps Battalion joined the Naval Brigade from the other American ships in port for maneuvers. USS Omaha left the harbor with the US Minister to Korea on board. Before Flagship USS Marion left the harbor, she lowered the Read Admiral’s pennant and it was hoisted onto Essex’s mast; the procedure was reversed when Marion returned later that day; apparently Admiral Chandler remained on Essex when Marion departed for the day. On March 25, Essex made preparations for sea and left harbor for target and torpedo practice before she returned to the harbor. Two days later, the American barques Sea Breeze and George F. Parsons anchored. During the last few days of March, the Japanese corvette Kongo, sloop USS Brooklyn, and the Pacific Mail Steamer City of Rio de Janeiro anchored and pleasantries were exchanged. Essex also received a visit from British Minister Plunkett. A Japanese warship flying a rear admirals pennant anchored in the harbor and pleasantries were exchanged.

In early April 1887, Essex transferred a crewman to the Naval Hospital and four crewmen - three of which were court martial prisoners - to USS Marion. The steam launch blew out a section of coil tubing and on April 3, Essex left Yokohama Bay for Nagasaki; she exchanged signals with Marion as she steamed out. Along the way, Essex exchanged signals with USS Monocacy as she approached Kobe Harbor where she anchored for the night and visits were exchanged with the US Consul. On April 7, the ship left Kobe Harbor and resumed steaming through the Inland Sea for the next three days. Along the way, Essex exchanged colors with German steamer General Werder, and sighted barquentine and a steamer. Three days later, Essex anchored in Nagasaki Harbor and exchanged signals with USS Omaha and iron gunboat USS Palos. Pleasantries were exchanged between the officers of Essex, Omaha and Palos, a Russian gunboat, and the US Consul. On April 12, the ship steamed out of Nagasaki, spending time on on various drills including man overboard and a Marine Guard skirmish drill; the mean also filled and fused IX inch shells. On April 16, Essex anchored in harbor of Kulung, Formosa (Taiwan) for part of a day, and then steamed down the east coast of Formosa. On April 18, Essex stopped at Samasana Island (Green Island) off the southeast shore of Formosa and sent the whale boat sent ashore to make inquiries about the August 1886 loss of the American bark Abbie Carver. The whale boat crew returned with various pieces of wreckage with English and Chinese markings on it, including nut oil cargo and a bucket marked with an “A” in brass. The next day, Essex hove to Black Rock Bay and a party was sent ashore to find tidings of the crew of the Abbie Carver. On April 20, the ship was anchored off Formosa and the Chinese gunboat Hy Ching (probably gunboat Hai Chang Ching) went to sea.

Essex headed north in the East China Sea and stopped to take on pilot to stand up the Yang Tse Kiang River (Yangtze) and on April 24, she entered the Wosung River (Suzhou Creek) and took onboard a Shanghai harbor master and she anchored. Courtesies were exchanged with the US Consul General and US Minister to China, and British sloop HMS Daring. For the next six days, the crew engaged in washing and scrubbing the ship, worked on the steam launch’s boiler, sent an engine valve ashore for repair, and conducted an evening fire alarm drill - all hoses were streaming in 2 minutes. The officers also mustered a landing party drill that was equipped in heavy marching order. Courtesy visits were exchanged between Essex and British corvette HMS Sapphire, HMS Daring, French corvette Primauguet, and gunboat HMS Firebrand.

The first week of May 1887 was spent anchored at Shanghai in the Wosung River conducting ship and armaments maintenance. The ship received a high pressure main valve from repair shop on shore, the Engineering Crew replaced the steam cutter’s boiler, and the men overhauled sounding apparatus. The torpedo officer tested all electrical apparatuses and the gun cotton primers were inspected. At some point, one rowlock was lost from the second cutter. On May 8 Essex up anchored and left harbor, heading dow the Wosung River into the Yangste River, where the ship anchored for the night. For the next few days, Essex steamed southwest along the Chinese shoreline, sometimes in heavy fog, taking on a pilot and his interpreter. Sometimes the Essex stopped due to poor visibility, and the Chinese men inquired of the Essex crew if they had any news of the the Chinese Pilot Boat Ruby; the boat had wrecked off Fisherman’s Islands the previous November. By May 12 the fog had lifted and Essex exchanged colors with a German barque. The next day, the crew threw the mattress, hammock, and blanket belonging to Robert Robertson, Seaman Apprentice 2nd Class, overboard because it was ‘infected’. The ship stopped to pick up a native boat in distress within sight of  then Nagasaki Lighthouse and then stopped to assist a sampan. They hoisted it on board and moved into Nagasaki Harbor and anchored in the outer harbor. The following morning, the crew lowered the sampan and lent her crew two oars and Crewman Robertson was sent to the hospital for treatment. Essex shifted her anchorage to the inner harbor as two steamers left port and one steamer anchored.

For the next week from May 15, repairs were made to the steam cutter, men scraped  the inside of smokepipe, and fires were hauled in boilers #6 and #8 to make a new hand hole joint. After the repair, the engineers turned over the engines to test the main steam pipe and it was found to be effective. Numerous crewmen were AWOL and rewards were offered for their return, with some local police accepting the rewards. The Chief of Police of a near-by Japanese village paid a visit Essex to thank Commander Jewell for rescuing the five fishermen and their sinking sampan. Essex officers and a variety of ships and dignitaries exchanged pleasantries while in Nagasaki with the US Consul and the Governor of Nagasaki. Essex also exchanged visits and salutes with the Japanese schooner gunboat Moshun, French gunboat Vipere, Japanese ironclad corvette Kongo, Russian corvette Vitiaz, andJapanese sloop Hosho. Further courtesies were shared with the Russian armored cruiser Flagship Dmitrii Donskoi flying a Rear Admiral’s flag, and British ironclad Flagship HMS Audacious when she entered the harbor flying the pennant of Vice Admiral Richard Vesey Hamilton.

On May 22, Essex left Nagasaki Harbor headed for Kobe through the Inland Sea and anchored at Naka Sima the next day; while underway, the chart board glass was accidentally broken. On May 24, the ship got underway and passed through Kurushima Strait, passed two steamers, traveled through St. Vincent Channel and the Akashi Strait into Kobe Harbor. For the remainder of May, the crew drilled at the great guns, transferred a crewman to the hospital, and prepared a landing battalion in light marching order and it was sent ashore for a battalion drill. A hammer pin broke on the #1 gun on the starboard side during cleaning. Visits and pleasantries were exchanged between Essex officers and dignitaries from cruiser HMS Leander, the American Consul and ViceChair of the US Consul, Japanese corvette Kaimon, and the French gunboat Vipere. HMS Leander and Kaimon left Kobe and the Essex crew repaired the steam launch engines.

On June 1 two Essex crewmen returned from the hospital and the ship left Kobe Harbor heading toward Yokohama. Essex temporarily anchored for small arms target practice. Once back underway, after sundown the crew had a general quarters drill. The next day, the crew took spar torpedo exercises and great gun practice; on June 3 Essex headed up Yeddo Bay and anchored in Yokohama Harbor. Until the middle of June, Essex exchanged visits and courtesies with HMS Leander, gunboat USS Monocacy, sloop USS Omaha, sloop Flagship USS Brooklyn, iron gunboat USS Palos, French ironclad Primauguet, French battleship Turene, French gunboat Vipere, American ship Mercury (bound for Honolulu from Hong Kong), and Austrian corvette Aurora. The Essex crew was put through drills including arming all the ships boats - except the gig and steam cutter - and equipping them for distant service. The crew was sent in the boats to conduct exercises with boats from the other US vessels in Yokohama Harbor. Contracted workmen came on board Essex and removed a section of the smokestack and parts of a steam pipe for repair on shore. After Commander Jewell inspected the ship, he shared copies of letter from Japan's Minister for Foreign Affairs and the US Minister to Japan concerning the rescue of the Japanese fishermen and their sampan by Essex and her crew.

A French Admiral and Rear Admiral Ralph Chandler, Commander of the Asiatic Squadron, exchanged official visits with Commander Jewell. Essex and Flagship Brooklyn exchanged signals; two of them spelled out in the log said "Hereafter supper at 5:30” and "Army Code Marines wear white trousers”. On June 11, a fire was sighted on shore and the flagship signaled Essex to send fire party; two cutters were sent and later the steam cutter towed the fire party back to the ship. Also, five crewmen were transferred from USS Brooklyn to Essex and two crewmen were transferred to the hospital.USS Omaha fired 13-gun salute in honor of the French Commander-in-Chief, and a Japanese man-of-war fired a 13-gun salute with the US and French flags at the fore. On June 16, Essex shifted her berth using the fleet's small boats to tow her, and a new smoke pipe was received on board and fitted. During the last two weeks of June, the ship’s steam cutter broke down and her boiler was hoisted out for repair, the sailing launch was sent to the flagship for fresh water, shore mechanics worked in the Engineering Department, and the steam launch was returned from the machine shop; she was hoisted clear of the water and the crew scrubbed her copper bottom. During a landing exercise, the 1st cutter lost one oar and her flagstaff. Courtesy visits were exchanged with the French gunboat Aspic, Flagship HMS Audacious flying a Vice Admiral’s pennant, HMS Heroine, HMS Constance, and Italian cruiser Rapido.

Several salutes took place in later June: USS Brooklyn gave a 13-guns salute to a Japanese Admiral when he left the American flagship, Russian ships fired 21-gun. 7-gun, and 15-gun salutes, Essex dressed with the English flag at main and fired a salute in honor of her Britannic Majesty Victoria’s Jubilee, and she again dressed in honor of the anniversary of the coronation of Queen of England. All the ships in Yokohama Harbor fired 21-gun salutes in Queen Victoria’s honor. In the last week of June several warships left Yokohama including French ironclad Primauguet, gunboat Vipere, and gunboat Aspic, and USS Omaha. On June 30, a Japanese squadron of three warships vessels anchored in the harbor with one ship flying a rear admiral’s flag.

*Manning the yards is the ceremonial procedure when the ship’s crew climb the masts and stand, hand in hand, on the ship’s yards.

**Captain Selfridge and USS Omaha had conducted target practice on the island of Ikeshima on March 4, 1887, killing four Japanese civilians and injuring several others, causing an international incident.

Tags:

American Ships: bark Abbie Carver, steamer Belgie, sloop FlagshipUSS Brooklyn, mail steamer City of Peking, mail steamer City of Rio de Janeiro,sloop-of-war USS Essex, bark George F. Manson, barque George F. Parsons, sloop Flagship USS Marion,gunboat USS Monocacy, steamer Oceanic (American operated, British owned),sloop USS Omaha, iron gunboat USS Palos, barque Sea Breeze

Austrian Ship: corvette Aurora

British Ships: gunboat HMS Alacrity,ironclad Flagship HMS Audacious, corvette HMS Constance, sloop HMS Daring, gunboat HMS Espoir, gunboat HMS Firebrand, corvette HMS Heroine, cruiser HMS Leander, gunboat HMS Linnet,survey vessel HMS Rambler, corvette HMS Sapphire,sloop HMS Satellite

Chinese Ships: gunboat Chueu Ling, gunboat Hy Ching/Hai Chang Ching, pilot boat Ruby

French Ships: gunboat Aspic, gunboat Chasseur,cruiser Primauguet, battleship Turene, gunboat Vipere

Italian Ship: cruiser Rapido

Japanese Ships: ironclad Fuso, sloop Hosho, corvette Kaimon, ironclad corvette Kongo, schooner gunboat Moshun, protected cruiser Imperial Flagship Naniwa, sloop Nisshin-kan, corvette Tenryu,unprotected cruiser Tsukushi

Russian Ships: armored cruiser Flagship Dmitrii Donskoi, corvette Vestnik, corvette Vitiaz

In Copyright. This work is copyrighted to Ann Merriman, Christopher Olson, and Maritime Heritage Minnesota. It cannot be duplicated, altered, or hosted online by an unauthorized third party. It cannot be sold for a profit or used to make a profit by any unauthorized third party and no commercial use is allowed. It can be used as a scholarly resource with proper citation to Ann Merriman, Christopher Olson, and Maritime Heritage Minnesota.

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